Block-signal train-controlling apparatus.



Nm v814,963.-

PATENTE) MAR. 13, A906.` V G. W. JOHNsToN. BLOCK .SIGNAL 'TRAIN GONTROLLING APPARATUS z SHEET-#snm A,

APPLIUATIQN P ILED JULY 11, 1905.

Liirriie,14,963.

l r Specification-'of Letters Patent. -l

iBe it known that I, GRAY W. JOHNSTON, a

citizen. of the United States, residing at Washfington, -in the District'of Columbia, have invented. certain. new vand useful Improvements iirBlmk-Si nal Train-Controlling Apparatus, of which t e'following is a full, clear,

and exact. description.

My-'inventionrela'tes to a block.- signal 'safety' device for locomotives. It-hasbeen proposedi-to'provid'e various attachments opera Iautomatically closin the throttle and setting -therair-brakes of a locomotivewhich disregards the visual signal. laware none of these devices have come into' use, artly because they have not been sufficient y simple and direct in action and'partly ,becaus'e they have not generally been adaptl`'ed' lfforl ap lication to, the usual standard @American ocom'otives.y v n :fgffllhe' object of my invention is to'provide a simple, convement, and eflicient apparatus avoids the foregoingd'efectsand which =F.'p i,irchased from the manufacturing compa- .shall be easy to construct and simple of appli.- cation t0 standard forms of loconriotives as l 'l .With these and other objects in view myV 3o` invention consists in the construction, combination, location, andarrangement of' arts,

all 'as lwill be more fully hereinafter set orth,

as shown in the accompanying drawings, andfinallypointedout in the appended claims', v Figure 1 is a sideelevation showing a skeleton outline of a locomotive with an a parav tiis embodyingl my invention a plied t creto. l Fig. 2 .is a view showing some o (the operating parts g and thepi econnections therefor. Fig. 3 is. a. front e evation showing a semaphore-signal embodying certain 'features of my inventionr Fig. 41s a top plan view of' thethrottle-valve of an engine having-'my pneumatic closing means appliedthereto.- It will -be understood that by the ordina block-signal -system the railroad-track is d1- videdinto sections andfat the eiid of each section are placed semaphore-signals to indicate stop and caution signals tol an aproaching engineer. During'storms and fogs pit-is sometimes diHicultto-observe these visual' signals, vand since a vcollision might result u1;- fromfrunning by any one of them it is highly desirable to provide an automatic means for stopping thelocomotive in case the homel or stop signal is overrun. In my invention I lenfrom a semaphore-signal system for So Ifar as I aniv make a connection directly to the sto -si nal quently applyingl-t ey air-brakes of the train.

Referring to t e drawings, and to the various views and reference-signs appearing thereon, of which like parts are'designated by .for initially closin4 the throttle an su se'- the samereference-sign wherever they occur,

1 designates a locomotive of any. approved or standard type, and 2 indicates a connection from the'train-pipe of the usiifal air-brake system. The pipe 2 extends through a ortion of the locomotive-cab and has ap Ilied theretocertain valves and connections W ich-v will belater more particularly described. I shall term this pipe the fmain pipe 4in my system. l

At some convenient point-upon the locomotive, and conveniently upon one of the' vcylinders or its valve-box, I form laterallyprojecting sup orts 3 4, of which 3 is a .pi e

connection lea ing from the pipe Zwithi'n t e engine-cab, while 4 is shown in the form of a f springressed ivoted arin. In Fig.- 2 I have il ustrate the details ofa convenient formv of this part of my invention in which a pipe-coupling 5 is recessed at 6 and contains a perforated acking-washer 7. The armL4 is similarly re essed'at 8 and contains a packing-washer 9,lwhich'may be a plain unperforated leather or rubber disk, if desired. The

.arm 4 is pivoted at the point 11 and has attached to it a spring 12, which exerts a pressure to normally draw the arm 4 downward.

Between the recesses 6 and 8 of the arms 3 and 4 I lace a short section of glass tubing 10, sim ar to the ordinary gage-glass of a steam-boiler,and this' tube is clamped in ai'r tight relation between the washers 7 and 9 by the pressure of the spring 12.

In Figs. 1 and 2 I have shown a practicable form of a paratus by which the throttle is first close and the pressure subsequently let out of the'train-pipe to set the air-brakes. l

13 designates a pipebranc'hi'ng laterally from the main pipev 2 and'l containing valves 14 and 1,5, the pipe finally terminating at the inletport Aof a pneumatic cylinder 1 6, having a piston-rod 17. .-18 indicates a port` Vatthe forward end of the pneumatic cylinder y16, which communicates withthe atmos here. practical use of my invention provide a neemay be accurately controlled andregulated.

The piston 17 has any suitableconnecticn. with the throttle-valve-siich, for example,

In thedle or similar valve'lSX within` the outlet 18, so that the speed of application ofthe brakes IIO as shown in Fig. 4, in which 17 indicates a bell-crank leverupon the throttle-lever A, havlng a connection -to the usual detent or dog so that a forward motionof thepiston 17 1s effective to rock the bell-crank 17l and release the dog B and thereafter to press the throttle-lever A to its inner position. The valve 14 may be of the ordinary gate or globe form, while the valve 15 is preferably a piston-valve having a piston 19, which closes over the ports of the valve and cuts off communicatien between the train-pipe and cylinder 16. At a point conveniently accessible within the engine-cab I provide a valve in the pipe 2, which I shall term the charging-valve, and this valve constitutes 'mit a slight and Avalve 20 is provided with a the dividing-point between the section 2 and the section 3 of the main pipe above described. This valve, may be ofA any convenient form; but I prefer to employ'a valve which will peradjustable leakage of air therethrough, and for this purpose I provide a valve having a casing 21, recessed at 22 and having a conicall headed piston or plug 23 therein, which may be screwed down to cooperate with a similarly coned recess 24 within the casing 21. 25 indicates a handle by which the plug or piston 23 maybe screwed toward and from the recess 24, so that an adjustable orifice is made pass from the train-pipe 2 into the section 3 of the main pipe. y

The section 3 of the-main pipe beyond-the branch 26, arelief-cock .27, and a pressuregage 28 and finally terminates in communication with the glass tube 10, as above described. The branch pipe 26 has a valve 29 therein generally similarto the valve 14 above describedand is placed in communication with the head end of a pneumatic cylinder 30, having a piston 31 and a piston-rod connection 32 with the piston-valve 19 above described.v

33 indicates a spiral spring which normallyv bears upon tie piston 31 and tends to depress the same to its lowerniost position and open the piston-valve 19. In practical use it is desirable to have the tially 15.

, 34 indicates an ordinary pole for a semaphore-signal, such as is placed along the roadbed of arailway, and 35 indicates the home larger diameter than the piston-valve or stopsignal thereon, which is actuated bv a rod 36 and bell-crank 37, which has coii. nection with an operating-rod 3S, controlled from any suitable means.

39 indicates a second section having` a second post, which should be disposed somewhat nearer the track thanthe post 34 and has thereon a weighted arm 40, adapted to normally swingup into a horizontal position, as shown in dotted lines in Fig.

41 indicates a connection which may be a flexible cord to the arm 40, which runs over through which air can valve cylinder 33 of substani Arectly into throttle-operatin prille i -crank 37, which swings upward for the purpose. At the same time the bell-crank 37 1s effective to tension the cord 41 and depress the arm 40 into the fullline position of Fig. 3. If for any reason it should happen that the semaphore was not so depressed to safety position, the cord 41 will not be tensioned and the arm 40.will remain in its raised or horizontal osition by virtue of its counterweight. In t iis position it lies directly in the path of the destructible tube 10 of the approaching locomotive. In the meantime the. sections 2 3 which will nowA be particularly described. The pipe 2 is always in direet communication with the train-pipe and has the same pneumatic pressure as such pipe. When the device is not in operation, the valve 20 is closed and there is zero gage-pressure in the section 3. Underv these circumstances the spring 33 is effective to depress the piston 31 and the piston-valve 19 is opened. It is therefore essential that the valve 14 be closed under these conditions to prevent the airressure from operating the pneumatic cylin er 16 to close the throttle. YVhen it is desired to throw 20 is opened, and pressure from the train-pipe passes into the section 3 and into the head end of the cylinder 30 and into the destructible tube 10. This pressure is allowed to rise to the full amount by observing the pressure-gage 28, and when this occurs the valve-stem 25 is manipulated to nearly close the valve 20, only permitting a very slight flow of .air therethrough to supply the slight leakage in section 3 and prevent a drop of pressure therein. The eiiect of pressure in the cylinder 30 is to raise the piston 31 and close the piston-valve 19, and thereafter the valve 14 may be opened without establishing communication from the train-pipe to the throttle-operating cylinder 16. The apparatus is lnow in condition for operation,and

should it happen that arm 40 was thrown upward the vdestructible tube 10 would be broken and the pressure in the section ,3 would quickly drop to atmospheric amount. Inasmuch as the valve 20 is now. substantially closed this drop does not relieve pressure in section 2 and set the air-brakes, but merely permits the piston 31 to descend under its iinpelling-sprinlg 33, thereby opening the piston-valve 19. y this means communication is established from the train- 1pc d1- cylin er 16, which at once resses forwar its piston-rod 17 and closes t e throttle in a manner which has already been described. As the piston train, being so moved pressure has been applied toof the main pipe in a manner the device into operative relation, the

'y without automatically the 4throttle-operating mechanism. may be resting the movement oft What v'I claim ismoves forward in the cylinder it eventuall uncovers the'outlet-port'18, whereu on a d1- rect communication is established om the train-p1 e to the atmosphere, therebyl setting the airrakes for an einer enc'y stop and aretrain.;

Shouldit be desired to settheair-brakes closing the throttle,

cut E by closing both vvalves 14 "and 29. When the safety ap aratus is not in use, the rehef-cock-'27 may e opened to relieve the pressure in section 3. f l

1. A' block-signal safety device for locomotives, comprislng a main plpe having two sections, one of which is placed in communicatlon wlth the usual tram-pipe, a vdestructible tube in communicationv with the second sectlon of sa1d mam. plpe, asema hore connection arranged to move into an out of the 'v path of s aid tube, and connections from s aid main,y pipe for initially closing the throttle of' the en ej and subsequently applying the air-bra es.

" 2. 'A block-signal vsafety device for locomotives, comprisinga main pipe having two sections onein communication with the usual .l train-pipe ofthe engine, a destructible memer, `a semaphore connection arranged to move into and outof the path-of said des'tructible member', branchpipe connections from each'of said main to pneumatic valve's, an

the pressure. in the train-pip means operated .by

said neumatic valvesfor closin the throt-;

tle o the engine-and subsequent y releasing V3.A block-signal safety device for locomotives, comprising a main pipe'having two sections one of which is in communication- J with the usual train-pipe, a destructible memlber in communication with said 'second secthe main pipe to said throttle-closing cylm- .communication Wit tion, a movable'arm inthe path of said de-V structible member, a throttle-closing cylinder, a branch leading from the first section of der, avalve in said' ipe, and a piston having the second section of said main pi e for o eningsaid valve.

4.- A blocl-signalp safety device for locomotives, comprising a main pipe having two sections Vone of which is in communication with the train-pipe of the locomotive, -a destructible member in communication with said second section, a valve havingA a Ami nutely-adjustable opening betweensaid sections, and pneumatic means operated by a difference of pressure between sa1d sectionsv for initially closing the throttle oiv the engine ipe sections leading the train-pipe.

. 5. fA block-signal safety device for locomotives, comprising a train-pipe having two sections, one of which is in constant communi- .cation with the train-pipe ofthe locomotive,

a destruct'ible member .in communication with said second section, a movable arm arranged to beinterposed in the path of said destructible lmember, a minutely-adjustable valve between said sections, a pneumatic cylinder having a spring-pressed piston in communication with said second section, a valve operated by said piston and lying in a branclr connection from said first section, and apneumatic. cylinder operable from said last-named branch connection -for initially closing the throttle -valve of the engine andsubsequently releasing the pressure in the ltrain- 1 e.l p A block-signal safety-'device for locomotives, comprisingla main pipe having two sections one o whic cation with the train-pipe of the locomotive,

and subsequently releasing the m is in constant communia destructihle member in communication with said second section, said destructible member including aglass tube supported between adjustable packing rings or washers, a

a pneumatic cylinder tor operating the throttle, .and havin an inlet-port in communication with the' st-sjction ofsaid main pipe,

Avalve between said-Erst and second sections, A

and an outlet-port in communication with a 'destructible member in communication with they saidsecond section,'a movable arm .arranged to be interposed 1n the path of sa1d device for loco-' Ioo IOS

`destructible member, a `charging-valveY for admitting ya charge; of .compressed air into said second section,and means operable by the v'release of the pressure 'charge 11i-sa1d second 'section for initially closin the throttle',

and finally applying the air-bra es;

'In' witness whereof I subscribe my signature in the presencev of two witnesses.

GRAY4 W. JOHNSTON. Witnessesi f 1 WM. M.- S'rooKBRrDGE, E. L. BOWERS.

IIO 

